EP1645479B1 - Electric steering lock device and method thereof - Google Patents

Electric steering lock device and method thereof Download PDF

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Publication number
EP1645479B1
EP1645479B1 EP20050021655 EP05021655A EP1645479B1 EP 1645479 B1 EP1645479 B1 EP 1645479B1 EP 20050021655 EP20050021655 EP 20050021655 EP 05021655 A EP05021655 A EP 05021655A EP 1645479 B1 EP1645479 B1 EP 1645479B1
Authority
EP
European Patent Office
Prior art keywords
locking
steering
unlocking
state
limit switch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20050021655
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1645479A1 (en
Inventor
Yoichi Koga
Tetsuya Asada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP1645479A1 publication Critical patent/EP1645479A1/en
Application granted granted Critical
Publication of EP1645479B1 publication Critical patent/EP1645479B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
    • B60R25/0215—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch using electric means, e.g. electric motors or solenoids
    • B60R25/02153—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch using electric means, e.g. electric motors or solenoids comprising a locking member radially and linearly moved towards the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
    • B60R25/0215—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch using electric means, e.g. electric motors or solenoids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
    • B60R25/0215—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch using electric means, e.g. electric motors or solenoids
    • B60R25/02156—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch using electric means, e.g. electric motors or solenoids comprising a locking member axially moved along the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S200/00—Electricity: circuit makers and breakers
    • Y10S200/39—Motor vehicle-steering column

Definitions

  • the present invention generally relates to an electric steering lock device and an electric steering lock method for locking steering by the fitting of a locking rod into a steering column.
  • an electric steering lock device is disclosed in Japanese Laid Open Patent Publication No. 2003-252174.
  • a steering lock control system is disclosed that uses a locking limit switch and an unlocking limit switch in the electric steering lock device for locking the steering by the fitting of a locking rod into a steering column.
  • the locking limit switch turns on when the locking rod reaches a locking stop position
  • the unlocking limit switch turns on when the locking rod reaches the unlocking stop position.
  • US-A-4638882 Another example of prior art system can be found in US-A-4638882.
  • one object of the present invention is to determine that either the locking limit switch or the unlocking limit switch has malfunctioned based on the state of a steering column lock being either locked or unlocked.
  • the present invention can determine either the locking limit switch or the unlocking limit switch has malfunctioned when both the locking limit switch and the unlocking limit switch are off in a state in which the locking rod is either locked or unlocked.
  • the present invention provides an electric steering lock device that basically comprises a control unit, a locking limit switch, an unlocking limit switch, a state detection component, and a malfunction diagnostic component.
  • the control unit is configured to output a drive command to operate a steering column lock between a steering locked state and a steering unlocked state.
  • the locking limit switch is configured to turn on when the steering column lock reaches a locking stop position, and turn off after issuance of an unlocking command from the control unit to unlock the steering column lock.
  • the unlocking limit switch is configured to turn on when the steering column lock reaches an unlocking stop position, and turn off after issuance of a locking command from the control unit to unlock the steering column lock.
  • the state detection component is configured to detect a current state of the steering column lock as one of the steering locked state and the steering unlocked state.
  • the malfunction diagnostic component is configured to determine a malfunction of one of the locking and unlocking limit switches when both the locking and unlocking limit switches are off and the current state of the steering column lock is detected to be in one of the steering locked state and the steering unlocked state.
  • Figure 1 is a schematic diagram showing a preferred structure of an electric steering lock device in accordance with a preferred embodiment of the present invention
  • Figure 2 is a table showing the on/off relationship of a locked-state switch and an unlocked-state switch relative to the positional relationship between the lever and groove of the locking rod in accordance with the present invention
  • Figure 3 is a table showing the relationship between the state of the locking rod relative to the on/off state of the locking and unlocking limit switches in accordance with the present invention
  • Figure 4 is a flowchart showing a routine performed by the electric steering lock control unit when the locking rod is unlocked from a locked state in accordance with the present invention
  • Figure 5 is a flowchart showing a routine performed by the electric steering lock control unit when the locking rod is locked from an unlocked state in accordance with the present invention.
  • Figure 6 is a flowchart showing a routine for diagnosing a malfunction of the locking limit switch and the unlocking limit switch based on a count value of the counter in accordance with the present invention.
  • an electric steering lock device is schematically illustrated in accordance with one embodiment of the present invention.
  • the electric steering lock device in this embodiment is provided with a steering lock system 10, an electric steering lock control unit 20, and a battery 30.
  • the steering lock system 10 is basically provided with a motor 1, a locking rod 2, a steering column 3, a locking limit switch 4, an unlocking limit switch 5, an ESCL state switch 6, and a solenoid 7.
  • the locking rod 2 is provided with a plurality of teeth which mesh with the output gear 1a of the motor 1 and can move back and forth.
  • the locking rod 2 is moved in the direction of the steering column 3 by the rotation of the motor 1, and the distal end of the locking rod 2 engages with a groove 3a in the steering column 3.
  • the steering column 3 becomes incapable of rotating.
  • the steering mechanism not shown in the diagram becomes unable to rotate (becomes locked).
  • the motor 1 rotates in the opposite direction, and the locking rod 2 is withdrawn from the groove 3a of the steering column 3, the steering column 3 becomes able to rotate (is unlocked).
  • the ESCL state switch 6 is provided with a steering locked-state switch 6a and a steering unlocked-state switch 6b.
  • the ESCL state switch 6 is configured and arranged to detect the locked/unlocked state of the steering based on the relationship between the locking rod 2 and a lever 7a of the solenoid 7.
  • a groove 2a is provided to the locking rod 2, and is configured so that the lever 7a is inserted into the groove 2a of the locking rod 2 when the locking rod 2 is withdrawn from the steering column 3 (an unlocked state).
  • the locking limit switch 4 is a switch for detecting the locking stop position of the locking rod 2.
  • the locking limit switch 4 turns on when the locking rod 2 reaches the locking stop position.
  • the unlocking limit switch 5 is a switch for detecting the unlocking stop position of the locking rod 2.
  • the unlocking limit switch 5 turns on when the locking rod 2 reaches the unlocking stop position and the lever 7a is inserted into the groove 2a of the locking rod 2.
  • Figure 3 is a diagram showing the relationship between the state of the locking rod 2 and the on/off state of the locking limit switch 4 and unlocking limit switch 5.
  • a locked state in which the locking rod 2 is fitted into the steering column 3, the locking limit switch 4 is turned on, and the unlocking limit switch 5 is turned off.
  • the locking limit switch 4 since the locking rod 2 that is in the locked state changes to the unlocked state when an unlocking command is outputted from the electric steering lock control unit 20 described hereinafter, the locking limit switch 4 changes from on to off. In this case, the unlocking limit switch 5 remains off during a transition period.
  • the unlocking limit switch 5 turns on and the lever 7a is inserted into the groove 2a of the locking rod 2.
  • the unlocking limit switch 5 changes from on to off.
  • the locking and unlocking limit switches 4 and 5 remain off during a transition period.
  • the locking limit switch 4 changes from off to on when the locking rod 2 then is fitted into the steering column 3.
  • the electric steering lock control unit 20 preferably includes a microcomputer with a control program that determines if the locking and unlocking limit switches 4 and 5 are malfunctioning as discussed below.
  • the electric steering lock control unit 20 preferably includes a CPU 20a, ROM 20b, RAM 20c, and a counter component 20d.
  • the electric steering lock control unit 20 can also include other conventional components such as an input interface circuit, an output interface circuit, and other storage devices as needed and/or desired. It will be apparent to those skilled in the art from this disclosure that the precise structure and algorithms for the electric steering lock control unit 20 can be any combination of hardware and software that will carry out the functions of the present invention.
  • "means plus function" clauses as utilized in the specification and claims should include any structure or hardware and/or algorithm or software that can be utilized to carry out the function of the "means plus function” clause.
  • the electric steering lock control unit 20 is connected to the steering lock system 10 via a communication line 40, and outputs a locking command and an unlocking command to the steering lock system 10. Since an electrical current whose direction corresponds to the command from the electric steering lock control unit 20 flows from the battery 30 to the motor 1 inside the steering lock system 10, the motor 1 rotates according to the direction of the electric current and drives the locking rod 2.
  • FIG. 4 is a flowchart showing the details of a routine performed by the electric steering lock control unit 20 when the locking rod 2 is unlocked from a locked state.
  • the electric steering lock control unit 20 is configured to determine based on the condition of the ESCL state switch 6 whether the locking rod 2 is locked (i.e., either in a steering locked state or a steering unlocked state).
  • the electric steering lock control unit 20 is configured to determine that the locking rod 2 is locked, and the routine proceeds to step S20.
  • the electric steering lock control unit 20 is configured to determine that the locking rod 2 is unlocked.
  • the routine shown in the flowchart in Figure 4 is ended.
  • step S20 the electric steering lock control unit 20 is configured to determine whether the locking limit switch 4 is on and the unlocking limit switch 5 is off.
  • the electric steering lock control unit 20 determines that the locking limit switch 4 is on and the unlocking limit switch 5 is off, a malfunction is determined not to have occurred in the locking limit switch 4 and the unlocking limit switch 5, and the routine proceeds to step S30. Otherwise, the routine proceeds to step S50.
  • the answer to step S50 should be YES when the limit switches 4 and 5 are correctly set for the initial locked position.
  • the answer to step S50 should be NO, since, the locking and unlocking limit switches 4 and 5 should both be set to off due to the output of a locking command.
  • step S30 the counter component 20d is reset, and the routine proceeds to step S40.
  • step S40 an unlocking command for unlocking the steering lock is outputted to the steering lock system 10. An electric current then flows from the battery 30 to the motor 1, the motor 1 drives the locking rod 2, and the locking rod 2 is withdrawn from the groove 3a in the steering column 3.
  • the locking and unlocking limit switches 4 and 5 should both be set to off as seen in Figure 3.
  • the routine proceeds to step S 100.
  • step S50 the electric steering lock control unit 20 is configured to determine whether the unlocking limit switch 5 is on.
  • the routine proceeds to step S60. If the unlocking limit switch 5 is on, then the unlocking limit switch 5 is probably malfunctioning, since the locking rod 2 should be in a state of transition state from locking to unlocking, i.e., the locking and unlocking limit switches 4 and 5 should both be off.
  • step S60 the electric steering lock control unit 20 is configured to determine that the unlocking limit switch 5 has malfunctioned, and the routine proceeds to step S 100.
  • the determination results indicating that the unlocking limit switch 5 has malfunctioned are stored in the RAM 20c.
  • step S50 When the electric steering lock control unit 20 determines in step S50 that the unlocking limit switch 5 is off, the routine proceeds to step S80.
  • step S80 the value of the counter component 20d is increased by one (counted up) in order to measure the number of times that the locking limit switch 4 and the unlocking limit switch 5 are both off, and the routine proceeds to step S100.
  • the initial value of the counter component 20d is set to zero.
  • step S 100 the electric steering lock control unit 20 determines based on the condition of the ESCL state switch 6 whether the locking rod 2 is unlocked.
  • the steering locked-state switch 6a if off and the steering unlocked-state switch 6b is on, the locking rod 2 is determined to be unlocked, and the unlocking routine of the locking rod 2 is ended.
  • the routine proceeds to step S 110.
  • step S110 the electric steering lock control unit 20 determines whether the locking limit switch 4 is on.
  • the routine proceeds to step S120. If the locking limit switch 4 is on at this point, then the locking limit switch 4 is probably malfunctioning, because the locking rod 2 should be in a state of transition from locking to unlocking, i.e., the locking and unlocking limit switches 4 and 5 should both be off.
  • step S120 the locking limit switch 4 is determined to have malfunctioned, and the routine shown in the flowchart in Figure 4 is ended.
  • the routine shown in the flowchart in Figure 4 is also ended when the electric steering lock control unit 20 determines in step S 110 that the locking limit switch 4 is not on.
  • Figure 5 is a flowchart showing the details of the routine performed by the electric steering lock control unit 20 when the locking rod 2 is locked from an unlocked state.
  • step S200 the electric steering lock control unit 20 determines based on the condition of the ESCL state switch 6 whether the locking rod 2 is unlocked.
  • the electric steering lock control unit 20 determines that the locking rod 2 is unlocked, and the routine proceeds to step S210.
  • the electric steering lock control unit 20 determines that the locking rod 2 is not unlocked, and the routine shown in the flowchart in Figure 5 is ended.
  • step S210 the electric steering lock control unit 20 determines whether the malfunction information of the limit switches 4 and 5 is stored in the RAM 20c.
  • This malfunction information is stored in the RAM 20c in steps S60, S90, and S120 of the flowchart in Figure 4, steps S250, S280, S330, and S360 of the flowchart in Figure 5, and step S420 of the flowchart in Figure 6.
  • the routine proceeds to step S220 when the electric steering lock control unit 20 determines that malfunction information for the limit switches 4 and 5 is not stored in the RAM 20c.
  • the routine shown in the flowchart in Figure 5 is ended. Specifically, when malfunction information is stored, the locking rod 2 is prevented from locking.
  • step S220 the electric steering lock control unit 20 determines whether the locking limit switch 4 is off and the unlocking limit switch 5 is on. When the electric steering lock control unit 20 determines that the locking limit switch 4 is off and the unlocking limit switch 5 is on, a malfunction is determined to have occurred in the locking limit switch 4 and the unlocking limit switch 5, and the routine proceeds to step S230. Otherwise, the routine proceeds to step S240. In step S230, the counter component 20d is reset, and the routine proceeds to step S290.
  • step S240 the electric steering lock control unit 20 determines whether the locking limit switch 4 is on.
  • the routine proceeds to step S250.
  • step S250 the locking limit switch 4 is determined to have malfunctioned, and the routine shown in the flowchart in Figure 5 is ended. The determination results indicating a malfunction in the locking limit switch 4 are stored in the RAM 20c.
  • step S240 determines in step S240 that the locking limit switch 4 is not on. If the electric steering lock control unit 20 determines in step S240 that the locking limit switch 4 is not on, then the routine proceeds to step S270.
  • step S270 the value of the counter component 20d is increased by one (counted up) in order to measure the number of times that the locking limit switch 4 and the unlocking limit switch 5 are both off, and the routine proceeds to step S290.
  • step S290 a command for locking the steering lock is outputted to the steering lock system 10.
  • An electrical current then flows from the battery 30 to the motor 1, the motor 1 is started, and the locking rod 2 is driven towards fitting into the groove 3a of the steering column 3.
  • the locking and unlocking limit switches 4 and 5 should both be set to off as seen in Figure 3.
  • the routine proceeds to step S300.
  • step S300 the electric steering lock control unit 20 determines whether the locking limit switch 4 is on and the unlocking limit switch 5 is off. When the electric steering lock control unit 20 determines that the locking limit switch 4 is on and the unlocking limit switch 5 is off, the locking and unlocking limit switches 4 and 5 are determined to have not malfunctioned, and the routine proceeds to step S310. Otherwise, the routine proceeds to step S320. In step S310, the counter component 20d is reset, and the routine proceeds to step S340.
  • step S320 the electric steering lock control unit 20 determines whether the locking limit switch 4 is on.
  • the routine proceeds to step S330 when the locking limit switch 4 is determined to be on. If the locking limit switch 4 is on, then the locking limit switch 4 is probably malfunctioning, since the locking rod 2 should be in an unlocking state of, i.e., the locking limit switches 4 should be off. Thus, in step S330, the locking limit switch 4 is determined to have malfunctioned, the malfunction history is stored in the RAM 20c, and the routine shown in the flowchart in Figure 5 is ended.
  • step S340 the electric steering lock control unit 20 determines in step S320 that the locking limit switch 4 is not on, i.e., the locking limit switch 4 is off.
  • step S340 the electric steering lock control unit 20 determines based on the condition of the ESCL state switch 6 whether the locking rod 2 is locked.
  • the steering locked-state switch 6a is on and the steering unlocked-state switch 6b is off, the locking rod 2 is determined to have locked as per the command, and the routine shown in the flowchart in Figure 5 is ended.
  • the routine proceeds to step S350 when the opposite determination is made in step S340.
  • step S350 the electric steering lock control unit 20 determines whether the unlocking limit switch 4 is off.
  • the routine proceeds to step S360 when the unlocking limit switch 5 is determined to be off.
  • step S360 the locking limit switch 5 is determined to have malfunctioned, and the routine shown in the flowchart in Figure 5 is ended.
  • the determination results indicating that the unlocking limit switch 5 has malfunctioned are stored in the RAM 20c.
  • the routine shown in the flowchart in Figure 5 is also ended when the electric steering lock control unit 20 determines in step S350 that the unlocking limit switch 5 is not off.
  • Figure 6 is a flowchart showing the details of the routine for diagnosing a malfunction in which the locking limit switch 4 or the unlocking limit switch 5 remains off, based on the count value of the counter component 20d.
  • the routine beginning from step S400 is performed at a prescribed time intervals as set by the CPU 20a of the electric steering lock control unit 20.
  • step S410 the electric steering lock control unit 20 determines whether the count value of the counter component 20d read in step S400 is larger than a prescribed value (3, for example).
  • the routine proceeds to step S420 when the electric steering lock control unit 20 determines that the count value of the counter component 20d is larger than the prescribed value, and when the count value is determined to be equal to or lower than the prescribed value, the routine shown in the flowchart in Figure 6 is ended.
  • step S420 the electric steering lock control unit 20 determines that a malfunction has occurred whereby the locking limit switch 4 or the unlocking limit switch 5 remains off, and the malfunction history is stored in the RAM 20c. When the malfunction history is stored in the RAM 20c, the routine shown in the flowchart in Figure 6 is ended.
  • the electric steering lock control unit 20 determines that either the locking limit switch 4 or the unlocking limit switch 5 has malfunctioned when both the locking limit switch 4 and the unlocking limit switch 5 are off in a state in which the locking rod 2 is either locked or unlocked. In particular, the electric steering lock control unit 20 determines that either of the limit switches 4 and 5 is malfunctioning when both the locking limit switch 4 and the unlocking limit switch 5 are off after the locked state of the steering lock is detected and before a command for unlocking the locking rod 2 is issued, and when both the locking limit switch 4 and the unlocking limit switch 5 are off after the unlocked state of the steering lock is detected and before a command for locking the locking rod 2 is issued. By this configuration, it is possible to detect a malfunction whereby either the locking limit switch 4 or the unlocking limit switch 5 is fixed in the off state.
  • the number of times that both the locking limit switch 4 and the unlocking limit switch 5 are off is measured in a state in which the locking rod 2 is either locked or unlocked, and the electric steering lock control unit 20 determines that either the locking limit switch 4 or the unlocking limit switch 5 has malfunctioned when the measured value exceeds a prescribed value. It is thereby possible to prevent a malfunction of the limit switches 4 and 5 from being detected by mistake based on a temporary fault in operation or the like.
  • the present invention is in no way limited by the embodiment described above.
  • the ESCL state switch 6 was provided with the steering locked-state switch 6a and the steering unlocked-state switch 6b in order to detect the locked/unlocked state of the steering, but the locked/unlocked state of the steering may also be detected by the on/off state of a single switch.
  • the electric steering lock control unit 20 constitutes a control section or component with a malfunction diagnostic section or component.
  • the locking limit switch 4 constitutes a locking limit switch section or component.
  • the unlocking limit switch 5 constitutes a unlocking limit switch section or component.
  • the ESCL state switch 6 constitutes the state detection section or component.
  • the term "detect” as used herein to describe an operation or function carried out by a component, a section, a device or the like includes a component, a section, a device or the like that does not require physical detection, but rather includes determining, measuring, modeling, predicting or computing or the like to carry out the operation or function.
  • the term “configured” as used herein to describe a component, section or part of a device includes hardware and/or software that is constructed and/or programmed to carry out the desired function.
  • terms that are expressed as "means-plus function” in the claims should include any structure that can be utilized to carry out the function of that part of the present invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Lock And Its Accessories (AREA)
EP20050021655 2004-10-05 2005-10-04 Electric steering lock device and method thereof Active EP1645479B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2004292392A JP4222284B2 (ja) 2004-10-05 2004-10-05 電動ステアリングロック装置および電動ステアリングロック方法

Publications (2)

Publication Number Publication Date
EP1645479A1 EP1645479A1 (en) 2006-04-12
EP1645479B1 true EP1645479B1 (en) 2007-03-07

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EP20050021655 Active EP1645479B1 (en) 2004-10-05 2005-10-04 Electric steering lock device and method thereof

Country Status (6)

Country Link
US (1) US7327050B2 (ja)
EP (1) EP1645479B1 (ja)
JP (1) JP4222284B2 (ja)
KR (1) KR100697146B1 (ja)
CN (2) CN2871315Y (ja)
DE (1) DE602005000670T2 (ja)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006273115A (ja) * 2005-03-29 2006-10-12 Alpha Corp 電動ステアリングロック装置及び電動ステアリングロック装置の制御方法
JP4857045B2 (ja) * 2006-07-31 2012-01-18 株式会社アルファ 電動ステアリングロック装置
DE102006062315A1 (de) * 2006-12-27 2008-07-03 Huf Hülsbeck & Fürst Gmbh & Co. Kg Elektronische Lenkungsverriegelung mit einer zusätzlichen Entriegelungsmöglichkeit bei aktivem Sicherheitsabschaltsignal
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DE602005000670T2 (de) 2007-07-12
US20060071556A1 (en) 2006-04-06
CN1757867A (zh) 2006-04-12
KR20060051988A (ko) 2006-05-19
US7327050B2 (en) 2008-02-05
DE602005000670D1 (de) 2007-04-19
KR100697146B1 (ko) 2007-03-20
CN2871315Y (zh) 2007-02-21
CN100529317C (zh) 2009-08-19
EP1645479A1 (en) 2006-04-12
JP4222284B2 (ja) 2009-02-12

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